CN111409401A - an amphibious vehicle - Google Patents

Abstract

The invention provides an amphibious vehicle, and belongs to the technical field of machinery. The amphibious vehicle solves the problem that the existing amphibious vehicle cannot keep stable steering under various road conditions. The amphibious vehicle comprises a frame, wheels, a steering wheel, a controller, a first detection element and a second detection element, wherein each wheel is correspondingly provided with a driving mechanism, the controller sends a control signal to the driving mechanism of the corresponding wheel according to the steering wheel rotation angle information acquired by the first detection element to output a corresponding initial driving torque, and a target yaw velocity required by frame steering is calculated and obtained; and the controller compares the difference between the actual yaw rate and the target yaw rate of the frame acquired by the second detection element and sends a control signal to the driving mechanism of the corresponding wheel to adjust the output target driving torque in real time until the steering is finished. The amphibious vehicle can realize stable and accurate steering under various special road occasions and can obtain good and accurate steering directivity.

Description

an amphibious vehicle

technical field

The invention belongs to the technical field of machinery, and relates to an amphibious vehicle.

Background technique

With the rapid development of the economy, people's economic living standards have improved significantly, and people are also pursuing this spiritual enjoyment while meeting their material needs. The climate of the seaside is generally indistinct with four seasons, no extreme heat in summer, no severe cold in winter, small annual temperature range, and high annual average temperature; dry season and rainy season are obvious, winter and spring are dry, summer and autumn are rainy, and there are many tropical cyclones; light, heat, and water resources are abundant. , When people come to such an environment in a boring and stressful environment, it is natural to get good enjoyment, so seaside tourism has become the most ideal goal for people to choose travel methods in their minds.

As a means of transportation for seaside vacations, beach sightseeing cars provide people with a new way of leisure and entertainment, and are more and more popular among people. Traditional beach sightseeing vehicles can only travel on land with slightly complicated terrain such as beaches, which cannot meet people's needs for sightseeing at sea. For this reason, people have developed amphibious beach sightseeing vehicles.

With the increasing shortage of energy and the gradual improvement of people's awareness of environmental protection, electric amphibious ATVs have gradually replaced fuel amphibious ATVs. Existing amphibious ATVs, whether fuel or electric, use the steering system to drive the wheels to turn to achieve steering. The steering control of the vehicle is very inconvenient, especially in beaches, tidal flats, swamps and other places with greater resistance than some flat ground. .

For this reason, people have developed a new steering structure, one is to realize steering through wheel speed difference, for example, a Chinese patent application (application number: 201920785786.0) discloses an electric vehicle with multiple wheels A plurality of the wheel assemblies are independent of each other, and each of the wheel assemblies includes a wheel, a driving device and a displacement device; the driving device can drive the wheels to rotate, and when the electric vehicle is turned, the wheels do not need to bend and still remain In the forward driving direction, to increase the stability of the vehicle when turning, the wheel speed difference between each wheel is controlled by the driving device of each wheel assembly to realize steering. Taking a right turn as an example, the drive device of the two wheel assemblies on the steering side (ie, the right side) provides the first wheel speed V1 to the two wheels on the right side, and the drive device of the two wheel assemblies on the non-steering side (ie, the left side) provides the first wheel speed V1. Give the left two wheels the second wheel speed V2, V1<V2. Since the wheel speed of the right wheel is smaller than the wheel speed of the left wheel, the electric vehicle can steer to the right under the action of the wheel speed difference between the left and right wheels. When the steering angle is larger, the wheel speed difference is larger, and when the steering angle is smaller, the wheel speed difference is smaller. The specific wheel speed difference is calculated by the control module of the electric vehicle. There is another way to achieve steering through the torque difference between the left and right wheels, the principle is similar to that of the wheel speed difference.

No matter what method is used, it still has the following defects: the adhesion coefficient of the road surface is also different under different adhesion road conditions, so that the slip rate of the wheel on different adhesion road surfaces is also uncertain. For example, when the vehicle is on When paving the road, a certain wheel speed difference may bring stable steering to the vehicle, but on sand and gravel roads, due to the small frictional resistance of the tires, it is easy to slip, and a stable steering angle cannot be generated, not to mention swamps, ice and mudflats. Therefore, although the above-mentioned structure can facilitate steering in time, it is uncontrollable for the specific steering amount of different road surfaces, which makes it difficult for the driver to obtain good and accurate steering directivity, especially on beaches, tidal flats, water surfaces, and ice. Special road occasions such as face, swamp, etc.

In order to achieve good steering directivity, the conventional practice is to add a conventional steering structure that can drive the wheels to rotate on the basis of the above wheel speed difference steering structure or torque difference steering structure. Operating the conventional steering structure drives the wheels to rotate to make up for the steering amount, but the overall structure is more complicated and the cost is higher. At the same time, in those special road situations, the wheel steering control is also relatively inconvenient.

SUMMARY OF THE INVENTION

The purpose of the present invention is to solve the above problems in the prior art, and propose an amphibious vehicle. The technical problem to be solved by the present invention is: how to solve the problem that the existing amphibious vehicle cannot maintain stable steering under various road conditions.

The object of the present invention can be achieved by the following technical solutions: an amphibious vehicle, comprising a vehicle frame, wheels and a steering wheel that are all arranged on the vehicle frame, each wheel is provided with a corresponding drive mechanism, and is characterized in that the amphibious vehicle The vehicle also includes a controller, a detection element 1 and a detection element 2 both connected to the input end of the controller, and the drive mechanism is connected to the output end of the controller,

The first detection element is used to collect the steering wheel rotation angle information and feed it back to the controller. The controller sends a control signal to the driving mechanism of the corresponding wheel to output the corresponding initial driving torque. The target yaw rate required for the steering of the frame;

The second detection element is used to collect the actual yaw rate information of the frame in real time and feed it back to the controller. The controller compares the difference between the actual yaw rate and the target yaw rate and sends a control signal to the corresponding wheel. The drive mechanism adjusts the output target drive torque in real time until the steering is completed.

There is no direct connection between the steering wheel and the wheels of the amphibious vehicle, and it is only used to point to the angle that needs to be turned. When the amphibious vehicle needs to be turned, the driver operates the steering wheel to rotate the required steering angle. Once the detection element collects the steering angle information and feeds it back to the controller, the controller obtains the driver's steering intention and assigns the corresponding driving mechanism to each wheel. Sending an initial driving torque control signal, the driving mechanism drives the corresponding wheels to rotate, so as to realize the initial steering through the initial driving torque difference between the left and right wheels. The calculation and control method of the initial driving torque difference is similar to the prior art mentioned in the background technology. ,No longer. At the same time, the controller obtains the target yaw rate required by the frame to achieve the above-mentioned steering angle through calculation according to the feedback information of the steering wheel rotation angle. The second detection element collects the actual yaw rate information of the frame in real time and feeds it back to the controller. The controller sends a control signal to the driving mechanism of the corresponding wheel by comparing the difference between the actual yaw rate and the target yaw rate to adjust the output in real time. The target driving torque is obtained, thereby eliminating the situation that the steering is not in place due to the inconsistency between the actual road condition and the preset road condition coefficient, until the required angle of steering is completed.

The amphibious vehicle solves the technical defect that the conventional torque difference steering method can only be applied to conventional standard road surfaces through the setting of the first detection element and the second detection element in coordination with the controller. , adjust the target driving torque output by the corresponding driving mechanism in real time, which can make up for and solve the situation that the steering is not in place due to different road conditions, so that the amphibious vehicle can be used on beaches, tidal flats, water, ice, swamps, etc. It realizes stable and precise steering under special road conditions, ensuring that the driver can easily control the steering of the vehicle and at the same time obtain good and precise steering directivity.

In the above-mentioned amphibious vehicle, the amphibious vehicle further includes a detection element 3 connected to the input end of the controller, and the detection element 3 is used to collect the throttle opening information and feed it back to the controller. The accelerator opening information sends a control signal to the driving mechanism of the corresponding wheel to output the corresponding initial driving torque. Through the setting of detection element 3, the current accelerator opening information can be collected during steering. After the controller obtains the driver's steering intention, combined with the current accelerator opening information, it sends an initial driving torque control signal to the corresponding driving mechanism of each wheel. , to realize the initial steering by controlling the torque difference between the left and right wheels, so as to cooperate with the function of the second detection element, it can better and more accurately adjust the target driving torque output by the corresponding driving mechanism in real time according to the actual steering conditions under different road conditions. The amphibious vehicle can achieve stable and precise steering on various special road conditions such as beaches, tidal flats, water surfaces, ice surfaces, and swamps, so as to ensure that the driver can easily control the steering of the vehicle and at the same time obtain good and accurate steering. Steering directivity.

In the above-mentioned amphibious vehicle, the amphibious vehicle further comprises detection element 3 and detection element 4, both of which are connected to the input end of the controller, and the detection element 3 is used for collecting the throttle opening information and feeding back to the controller, The detection element 4 is used to collect the brake pedal opening information and feed it back to the controller. The controller sends a control signal to the driving mechanism of the corresponding wheel to output the corresponding initial driving torque according to the feedback accelerator opening information and brake pedal opening information. Through the setting of detection element 3 and detection element 4, the current accelerator opening information and braking information can be collected during steering. After the controller obtains the driver's steering intention, it combines the current accelerator opening information and braking information to drive the corresponding driving of each wheel. Each mechanism distributes an initial driving torque control signal to realize the initial steering by controlling the torque difference between the left and right wheels, so as to cooperate with the function of the second detection element, it can better and more accurately realize the real-time steering according to the actual steering situation under different road conditions. Adjust the target driving torque output by the corresponding driving mechanism, so that the amphibious vehicle can achieve stable and precise steering in various special road conditions such as beaches, tidal flats, water surfaces, ice surfaces, and swamps, ensuring that the driver can easily control the vehicle steering. At the same time, good and precise steering directivity can be obtained.

其中，Δω_r通过以下公式计算得出：Δω_r＝ω_{r_obj}-ω_{r_real}，上述公式中，T表示对应驱动机构的目标驱动扭矩，T_{_obj}表示对应驱动机构的初始驱动扭矩，ω_{r_obj}表示目标横摆角速度，ω_{r_real}表示实际横摆角速度，k_p、k_i、k以及k_d均表示控制器的控制系数。In the above-mentioned amphibious vehicle, the target driving torque output by the driving mechanism corresponding to the wheel on the steering side is calculated by the following formula: T=T _{_obj} -ΔT; the target driving torque output by the driving mechanism corresponding to the wheel on the non-steering side is calculated by the following formula Obtained: T=T _{_obj} +ΔT; where ΔT is calculated by the following formula:

Among them, Δω _r is calculated by the following formula: Δω _r =ω _{r_obj} -ω _{r_real} , in the above formula, T represents the target driving torque of the corresponding driving mechanism, T _{_obj} represents the initial driving torque of the corresponding driving mechanism, and ω _{r_obj} represents the target transverse torque The yaw angular velocity, ω _{r_real} represents the actual yaw angular velocity, and k _p , _ki , k and k _d all represent the control coefficients of the controller.

When steering is required, the first detection element collects the rotation angle information of the steering wheel and feeds it back to the controller. After the driver's steering intention, combined with the current accelerator opening information and brake information, an initial driving torque _{T_obj} control signal is sent to the driving mechanism corresponding to each wheel respectively, so as to control the torque difference between the left and right wheels to realize the initial steering. At the same time, the controller calculates and obtains the target yaw rate ω _{r_obj} required for the frame to achieve the above-mentioned steering angle according to the steering wheel rotation angle information collected by the first detection element. At the same time, the detection element 2 collects the actual yaw rate information after the frame is turned in real time and feeds it back to the controller. The controller calculates the difference between the two by comparing the actual yaw rate ω _{r_real} with the target yaw rate ω _{r_obj} The difference Δω _r is calculated, and the actual left and right wheel torque difference ΔT to be compensated is accurately calculated according to the obtained difference Δω _r , so as to calculate the target drive torque T required to be output by the drive mechanism corresponding to the steering wheel, and The target driving torque T required to be output by the driving mechanism corresponding to the wheels on the non-steering side, so as to eliminate the situation that the steering is not in place due to the inconsistency between the actual road conditions and the preset road conditions, until the steering is completed, so that the amphibious vehicle can Stable and precise steering can be achieved under various special road conditions such as beaches, tidal flats, water surfaces, ice surfaces, and swamps, ensuring that the driver can easily control the steering of the vehicle and at the same time obtain good and precise steering directionality.

In the above-mentioned amphibious vehicle, the first detection element is an angle sensor, the second detection element is a yaw rate sensor, the third detection element is an accelerator pedal position sensor, and the fourth detection element is a brake pedal position sensor. Through the above setting, the required signal value can be accurately detected.

In the above-mentioned amphibious vehicle, the driving mechanism includes a motor and a transmission, the motor is connected to the input end of the controller, the motor is connected to the wheels through the transmission, and the front and rear ends of the frame correspond to the wheels. Each has a mounting frame, the mounting frame includes a mounting plate and a U-shaped mounting rod, the mounting rod is fixed on the frame, and the mounting plate is embedded in the U-shaped mouth of the mounting rod and is connected with the mounting rod. For fixing, the transmission is fixed on the mounting plate, the motor is fixed on the casing of the transmission, and the motor passes through the U-shaped opening of the mounting rod and is located above the mounting plate. A mounting frame is provided at the positions of the front and rear ends of the frame corresponding to the wheels. The mounting rod of the mounting frame is fixed to the frame, and the mounting plate is used for the installation and fixation of the transmission, so that the frame can realize the driving mechanism at each wheel. installation. The mounting frame is set to a unique mounting plate and a U-shaped mounting rod. The mounting plate is located in the U-shaped mouth, the reducer is fixed on the mounting plate, and the motor is fixed on the reducer's shell and suspended in the air. Above the mounting plate, after the motor is suspended, it is located in the U-shaped mouth of the mounting rod. After a collision, the mounting rod bears the collision force before the transmission and the motor, which can play a certain role in collision protection. There is no need to set the installation position of the motor, so that the installation plate can be made relatively small, so that the weight of the entire installation frame is light, and it does not add too much load-bearing load to the frame.

In the above-mentioned amphibious vehicle, the frame includes a chassis bracket and a body bracket fixed on the chassis bracket, the chassis bracket includes two parallel longitudinal support beams and two parallel lateral support beams, the longitudinal support beams The above-mentioned mounting brackets are fixed on both ends of the horizontal support beam, and the two ends of one lateral support beam are respectively fixed with the two mounting brackets located at the front end of the frame, and the two ends of the other lateral support beam are respectively fixed with the two mounting brackets located at the rear end of the vehicle frame. The two mounting brackets are fixed to each other. Through the above design, each mounting frame, the longitudinal support beam and the lateral support beam together form the chassis support of the vehicle, with good integrity and consistency, and good overall strength and bearing capacity.

In the above-mentioned amphibious vehicle, the transmission is fixed on one side of the mounting plate, the mounting plate has a U-shaped welding edge, and the welding edge of the mounting plate abuts on the mounting rod and is welded and fixed, The two ends of the lateral support beam are respectively fixed at the bends of the corresponding installation rods, and the two ends of the lateral support beam are respectively abutted against the other side surface of the corresponding installation plate. The two ends of the lateral support beam abut against the plate surface of the mounting plate respectively, so as to form a support for the mounting plate in the lateral direction of the vehicle, so as to effectively avoid the crack between the mounting plate and the mounting rod from the welding seam in the lateral direction of the vehicle , to ensure the strength of the connection.

In the above-mentioned amphibious vehicle, connecting pieces are also provided between the two mounting brackets located at the front end of the vehicle frame and between the two mounting brackets located at the rear end of the vehicle frame, and the connecting pieces are located above the lateral support beams , the connecting piece includes two U-shaped connecting rods and a long rod-shaped intermediate rod, the two ends of the intermediate rod are fixedly connected at the bends of the two connecting rods, and the openings of the two connecting rods are facing In the corresponding installation frame, the two ends of the connecting rod are respectively fixed on the side portions of the two ends of the corresponding installation rod. The arrangement of the connecting piece further increases the lateral strength between the two mounting brackets, making it difficult to deform, reducing the intrusion of the wheel during side collision. At the same time, the connecting piece adopts the above-mentioned unique shape structure, so that each connecting rod A frame-like structure is formed between it and the mounting rod, which has higher strength in the lateral direction, and the mounting frame is less prone to deformation, which further reduces the intrusion of the wheel during side collision and improves the safety performance.

In the above-mentioned amphibious vehicle, the motor part is located in the U-shaped mouth of the connecting rod. Through the above arrangement, when a front collision or a rear collision occurs, the connecting rod can play a protective role for the motor.

Preferably, in the above-mentioned amphibious vehicle, the lateral support beam and the intermediate rod are connected by a column. Through the above design, the rigidity of the entire mounting frame and the frame in the vertical direction is further improved, thereby improving the load bearing capacity of the entire frame.

In the above-mentioned amphibious vehicle, the chassis support further includes a plurality of auxiliary transverse beams, and the plurality of auxiliary transverse beams are located between the two transverse support beams and are distributed at intervals along the longitudinal direction of the longitudinal support beams, and the two ends of the auxiliary transverse beams are respectively It is fixed with two longitudinal support beams. Through the above arrangement, the rigidity and strength of the entire chassis bracket are further improved, thereby increasing the load bearing capacity of the entire frame.

In the above-mentioned amphibious vehicle, the chassis support further includes two auxiliary longitudinal beams arranged in parallel, the two auxiliary longitudinal beams are respectively located above the two longitudinal supporting beams, and both ends of the auxiliary longitudinal beams are respectively fixed with the corresponding mounting brackets . Through the above arrangement, the rigidity and strength of the entire chassis bracket are further improved, thereby increasing the load bearing capacity of the entire frame.

In the above-mentioned amphibious vehicle, a plurality of support columns are connected between the auxiliary longitudinal beams and the corresponding longitudinal support beams, and the plurality of support columns are distributed at intervals along the length direction of the longitudinal support beams. Through the above arrangement, the rigidity and strength of the entire chassis bracket are further improved, thereby increasing the load bearing capacity of the entire frame.

In the above-mentioned amphibious vehicle, the bottom of the frame is provided with a floating body, and the bottom of the floating body is provided with a plurality of water passages running through the two ends of the floating body along the front and rear directions of the frame, and the plurality of water passages are distributed along the left and right directions of the frame. The floating body can provide sufficient buoyancy for the whole vehicle. At the same time, there are several water passages at the bottom of the floating body, and the two ends of the water passages run through the front and rear directions. Therefore, in the process of traveling at sea, each water passage can play the role of a diversion. , so that the water flow can flow to the rear of the car body along the water passage, thereby reducing the resistance of the water flow to the frame, therefore, the frame can be made relatively large and has a larger space for movement. Moreover, during the driving process, the water flow is divided into several strands and flows through the water tank, so that the force on each part of the whole floating body is more uniform, it is not easy to shake, and the stability is better. At the same time, due to the design of the water passage, when encountering some tidal flats or swamps, the fluids such as mud flats can be divided and squeezed into the water trough, thereby forming a diversion and reducing the resistance, so that it can be used in tidal flats or swamps. Keep driving normally in the ground.

In the above-mentioned amphibious vehicle, the floating body is in the shape of a plate, and the bottom of the floating body has a plurality of protruding protruding strips. The above-mentioned water passage is formed. The design of the convex strips can divide the water flow into several strands and flow through the water tank, so that the force of each part of the whole floating body is more uniform, it is not easy to shake, and the stability is better. At the same time, when encountering some tidal flats or swamps, the ridges can cut mud and other large-density fluids into small strands, so as to achieve resistance dispersion, and at the same time cooperate with the diversion effect of the water channel formed between the adjacent ridges. The divided small mud smears can flow behind the car, so that they can maintain normal driving in the tidal flats or swamps.

In the above-mentioned amphibious vehicle, the floating body has an air cavity, and the air cavity extends into the convex strip. The setting of the air cavity improves the overall buoyancy of the floating body, and at the same time reduces the weight of the entire frame, so that it has a shallower draft in the water, and sags more shallowly in the tidal flat or swamp, thus forming less resistance.

In the above-mentioned amphibious vehicle, there are at least two floating bodies arranged side by side in the front-rear direction of the vehicle body. The floating body is divided into multiple sets arranged side by side, and the multiple floating bodies form independent air cavities with each other. Even if one of the floating bodies is damaged and leaked, sufficient buoyancy requirements can be guaranteed.

Preferably, in the above-mentioned amphibious vehicle, the floating body is made of plastic material, and the two adjacent floating bodies are fixed by heat fusion. Through the above arrangement, a plurality of floating bodies can be formed into a whole with each other, so as to ensure that each part of the whole frame can ensure uniform and uniform buoyancy, and the stability during driving is better.

In the above-mentioned amphibious vehicle, both ends of the protruding strip have guide surfaces inclined upward relative to the bottom surface, and the guide surface and the bottom surface of the protruding strip have a smooth transition. The design of the guide surface can play a downward guiding role for fluids such as water or mud coating, reducing the resistance to the entire frame. Preferably, the guide surface may be an upwardly inclined plane, or may be an upwardly inclined arc surface.

In the above-mentioned amphibious vehicle, the ports at both ends of the water passage groove are flared. The flared structure design allows fluids such as water and mud coating to be better squeezed and guided into the water tank, so that it can flow smoothly from the water tank to the rear of the car, reducing resistance.

In the above frame structure of the amphibious vehicle, the floating body is fixed on the chassis bracket to form a body floor. The floating bodies are fixed on the chassis brackets to form the body floor, which further reduces the weight of the entire frame, thereby making it less resistant in water, mudflats or swamps.

In the above-mentioned frame structure of the amphibious vehicle, the upper surface of the floating body also has a plurality of engaging grooves formed by inward depression, and the engaging grooves penetrate both sides of the floating body along the left and right directions of the frame, and the lateral support beams And/or the auxiliary transverse beams are clamped in the corresponding clamping grooves and fixed by fasteners. The floating body is fixed on the lateral support beam by means of snap connection, which is convenient for disassembly and assembly, and is convenient for replacement and maintenance.

In the above frame structure of the amphibious vehicle, the upper surface of the floating body has a protruding grid pattern. The design of the grid pattern makes a friction surface formed on the upper surface of the floating body, which can play the role of anti-skid and also have a certain decorative effect.

Compared with the prior art, the amphibious vehicle has the following advantages:

1. It can adjust the target driving torque output by the corresponding driving mechanism in real time according to the actual steering situation under different road conditions, which can make up for and solve the situation that the steering is not in place due to different road conditions, so that the amphibious vehicle can It can achieve stable and precise steering in various special road situations such as beaches, tidal flats, water surfaces, ice surfaces, and swamps, ensuring that the driver can easily control the steering of the vehicle and at the same time obtain good and accurate steering directionality.

2. The two ends of the water passages run through the front and rear directions. Therefore, in the process of driving at sea, each water passage can play a role of diversion, so that the water flow can flow to the rear of the car body along the water passages, thereby reducing the water flow. The resistance to the frame, therefore, the frame can be made relatively large and has a larger space for movement.

3. During the driving process, the water flow is divided into several strands and flows through the water tank, so that the force of each part of the whole floating body is more uniform, it is not easy to shake, and the stability is better.

4. When encountering some tidal flats or swamps, the ridges can cut the large-density fluid such as mud flats into small strands, so as to achieve resistance dispersion, and at the same time cooperate with the diversion effect of the water channel formed between the adjacent ridges The divided small mud smears can flow behind the car, so that they can maintain normal driving in the tidal flats or swamps.

5. The setting of the air cavity improves the overall buoyancy of the floating body, and at the same time reduces the weight of the entire frame, so that the draft in the water is shallower, and the subsidence in the tidal flat or swamp is shallower, so that the resistance formed is smaller.

6. Multiple floating bodies form independent air chambers, so that even if one of the floating bodies is damaged and leaked, sufficient buoyancy requirements can be guaranteed.

7. The mounting frame is set to a unique mounting plate and a U-shaped mounting rod. The reducer is fixed on the mounting plate, and the motor is fixed on the reducer shell and suspended above the mounting plate. After the motor is suspended in the air It is also located in the U-shaped mouth of the mounting rod, so that after a collision, the mounting rod bears the collision force before the transmission and the motor, which can play a certain role in collision protection. The mounting plate can be made relatively small, making the entire mount lighter without adding too much weight to the frame.

8. A frame-like structure is formed between each connecting rod and the mounting rod. The strength in the lateral direction is higher, and the mounting frame is less easily deformed, which further reduces the intrusion of the wheel during side collision, and the front collision occurs. Or when it touches back, the connecting rod can play a protective role for the motor, which improves the safety performance.

Description of drawings

Figure 1 is a steering control diagram of the amphibious vehicle.

Fig. 2 is the steering control process diagram of the amphibious vehicle.

Figure 3 is a schematic diagram of the three-dimensional structure of the amphibious vehicle.

FIG. 4 is an enlarged view of A in FIG. 3 .

Figure 5 is a schematic diagram of the structure of the amphibious vehicle without the floating body.

FIG. 6 is an enlarged view of B in FIG. 5 .

FIG. 7 is a schematic diagram of the frame structure of the amphibious vehicle with the wheel drive mounting structure of the present invention.

FIG. 8 is a schematic three-dimensional structure diagram of the amphibious vehicle in another direction.

Fig. 9 is a perspective view of a floating body.

In the figure, 1, frame; 1a, chassis bracket; 1a1, longitudinal support beam; 1a2, lateral support beam; 1a3, auxiliary transverse beam; 1a4, auxiliary longitudinal beam; 1a5, support column; 1b, body support; 2, wheel ;3, steering wheel; 4, drive mechanism; 4a, motor; 4b, transmission; 5, mounting bracket; 5a, mounting rod; 5b, mounting plate; 6, connecting piece; 6a, connecting rod; 6b, middle rod; 7, Column; 8. Floating body; 8a, water passage; 8b, convex strip; 8b1, guide surface; 8c, snap groove; 8d, grid pattern; 9, controller; 10, detection element 1; 11, detection element 2; 12. Detection element three; 13. Detection element four.

Detailed ways

The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solutions of the present invention, but the present invention is not limited to these embodiments.

Example 1

As shown in FIGS. 1-9 , the amphibious vehicle includes a frame 11 , a controller 9 , a first detection element 10 , a second detection element 11 , a third detection element 12 , a fourth detection element 13 , and The wheels 2 and the steering wheel 3 are respectively provided with a driving mechanism 4 on each wheel 2 , and the driving mechanism 4 is connected with the output end of the controller 9 . The first detection element 10 , the second detection element 11 , the third detection element 12 and the fourth detection element 13 are all connected to the input end of the controller 9 . In this embodiment, the controller 9 is an ECU.

Specifically, as shown in Figures 1 and 2, the detection element 1 10 is an angle sensor, which is used to collect steering wheel rotation angle information and feed it back to the controller 9. The controller 9 obtains the driver's steering intention and obtains the frame 1 through calculation. The target yaw rate required for steering. The detection element 3 12 is the accelerator pedal position sensor, the detection element 4 13 is the brake pedal position sensor, the detection element 3 12 is used to collect the accelerator opening information and feed it back to the controller 9, and the detection element 4 13 is used to collect the brake pedal opening information. And feedback to the controller 9, the controller 9 sends a control signal to the driving mechanism 4 of the corresponding wheel to output the corresponding initial driving torque according to the feedback information of the accelerator opening degree and the brake pedal opening degree information. The second detection element 11 is a yaw rate sensor, which is used to collect the actual yaw rate information of the frame 1 in real time and feed it back to the controller 9. The controller 9 compares the difference between the actual yaw rate and the target yaw rate. Send a control signal to the drive mechanism 4 of the corresponding wheel to adjust the output target drive torque in real time until the steering is completed.

其中，Δω_r通过以下公式计算得出：Δω_r＝ω_{r_obj}-ω_{r_real}，上述公式中，T表示对应驱动机构4的目标驱动扭矩，T_{_obj}表示对应驱动机构4的初始驱动扭矩，ω_{r_obj}表示目标横摆角速度，ω_{r_real}表示实际横摆角速度，k_p、k_i、k以及k_d均表示控制器9的控制系数。Furthermore, the target driving torque output by the driving mechanism 4 corresponding to the wheel on the steering side is calculated by the following formula: T=T _{_obj} -ΔT; the target driving torque output by the driving mechanism 4 corresponding to the wheel on the non-steering side is calculated by the following formula Obtained: T=T _{_obj} +ΔT; where ΔT is calculated by the following formula:

Among them, Δω _r is calculated by the following formula: Δω _r =ω _{r_obj} -ω _{r_real} , in the above formula, T represents the target driving torque of the corresponding driving mechanism 4 , T _{_obj} represents the initial driving torque of the corresponding driving mechanism 4 , and ω _{r_obj} represents The target yaw rate, ω _{r_real} represents the actual yaw rate, and k _p , k _i , k and k _d all represent the control coefficients of the controller 9 .

When the driving vehicle needs to turn, the detection element 1 10 collects the rotation angle information of the steering wheel and feeds it back to the controller 9. The detection element 3 12 and the detection element 4 13 can respectively collect the current accelerator opening information and brake pedal opening information and feed them back To the controller 9, after obtaining the driver's steering intention, the controller 9 sends an initial driving torque _{T_obj} control signal to the driving mechanism 4 corresponding to each wheel in combination with the current accelerator opening information and brake information to control the left and right wheels. Preliminary steering is achieved by means of a torque difference. At the same time, the controller 9 calculates and obtains the target yaw rate ω _{r_obj} required by the vehicle frame 1 to achieve the above-mentioned steering angle according to the steering wheel rotation angle information collected by the detection element 1 10 . At the same time, the detection element 2 11 collects the actual yaw rate information after the steering of the vehicle frame 1 in real time and feeds it back to the controller 9. The controller 9 calculates the actual yaw rate ω r_real by comparing the actual yaw rate ω _{r_real} with the target yaw rate ω _{r_obj} . The difference between the two is Δω _r , and the actual left and right wheel torque difference ΔT that needs to be compensated is accurately calculated according to the obtained difference Δω _r , so as to calculate the required output target of the drive mechanism 4 corresponding to the steering wheel. The driving torque T, and the target driving torque T required to be output by the driving mechanism 4 corresponding to the wheels on the non-steering side, so as to eliminate the situation that the steering is not in place due to the inconsistency between the actual road condition and the preset road condition coefficient, until the steering is completed, The amphibious vehicle can achieve stable and precise steering on various special road conditions such as beaches, tidal flats, water surfaces, ice surfaces, and swamps, so as to ensure that the driver can easily control the steering of the vehicle and at the same time obtain good and accurate steering. Steering directivity.

As shown in Figures 3-7, the drive mechanism 4 includes a motor 4a and a transmission 4b, the rotating shaft of the motor 4a is connected to the input shaft of the transmission 4b, the output shaft of the transmission 4b is connected to the axle of the corresponding wheel 2, and each motor 4a is connected to the control The input end of the device 9 is connected, and the front and rear ends of the frame 1 are provided with a mounting frame 5 corresponding to the wheel 2 .

Specifically, the vehicle frame 1 includes a chassis bracket 1a and a body bracket 1b fixed on the chassis bracket 1a. The chassis bracket 1a includes two parallel longitudinal support beams 1a1, two parallel lateral support beams 1a2, and two parallel auxiliary beams 1a2. Longitudinal beam 1a4 and several auxiliary transverse beams 1a3. Both ends of the longitudinal support beam 1a1 are fixed with mounting brackets 5, wherein the two ends of one lateral support beam 1a2 are respectively fixed with the two mounting brackets 5 located at the front end of the vehicle frame 1, and the two ends of the other lateral support beam 1a2 are respectively fixed. They are respectively fixed with the two mounting brackets 5 located at the rear end of the vehicle frame 1, so that each mounting bracket 5, the longitudinal support beam 1a1 and the lateral support beam 1a2 together form the chassis bracket 1a of the vehicle, which has good integrity and consistency, and has a relatively high level of integrity and consistency. Good overall strength and load-carrying capacity. A plurality of auxiliary transverse beams 1a3 are located between the two transverse support beams 1a2 and are spaced along the longitudinal direction of the longitudinal support beam 1a1. Both ends of the auxiliary transverse beams 1a3 are respectively fixed to the two longitudinal support beams 1a1. The two auxiliary longitudinal beams 1a4 are located above the two longitudinal supporting beams 1a1 respectively, and both ends of the auxiliary longitudinal beams 1a4 are respectively fixed to the corresponding mounting brackets 5 . Several support columns 1a5 are connected between the auxiliary longitudinal beams 1a4 and the corresponding longitudinal support beams 1a1, and the plurality of support columns 1a5 are distributed at intervals along the longitudinal direction of the longitudinal support beams 1a1.

Further, the mounting frame 5 includes a mounting plate 5b and a U-shaped mounting rod 5a, and the longitudinal support beam 1a1 and the auxiliary longitudinal beam 1a4 are fixed to the mounting rod 5a. The mounting plate 5b has a U-shaped welding edge, the mounting plate 5b is embedded in the U-shaped opening of the mounting rod 5a, and the welding edge of the mounting plate 5b abuts on the mounting rod 5a and is fixed by welding. The two ends of the lateral support beam 1a2 are respectively fixed at the bends of the corresponding mounting rods 5a, and the two ends of the lateral support beam 1a2 are respectively abutted against the other side surface of the corresponding mounting plate 5b. The transmission 4b is fixed on one side of the mounting plate 5b, and the middle of the mounting plate 5b has an escape hole, and the part of the transmission 4b corresponding to the output shaft passes through the escape hole. The housing of the transmission 4b has a flange surface, and the motor 4a is fixed on the flange surface of the housing of the transmission 4b. The motor 4a passes through the U-shaped opening of the mounting rod 5a and is located above the mounting plate 5b. The mounting frame 5 is provided with a unique mounting plate 5b and a U-shaped mounting rod 5a. The mounting plate 5b is located in the U-shaped mouth, the reducer is fixed on the mounting plate 5b, and the motor 4a is fixed on the reducer shell. The body is suspended above the mounting plate 5b. After the motor 4a is suspended, it is located in the U-shaped mouth of the mounting rod 5a. Therefore, after a collision, the mounting rod 5a bears the collision force before the transmission 4b and the motor 4a, so that it can play a role in the collision. A certain collision protection effect, and at the same time, there is no need to set the installation position of the motor 4a on the mounting plate 5b, so the mounting plate 5b can be made relatively small, so that the weight of the entire mounting frame 5 is lighter, and the frame 1 will not be added too much. bearing load.

More specifically, between the two mounting brackets 5 located at the front end of the vehicle frame 1 and between the two mounting brackets 5 located at the rear end of the vehicle frame 1 are also provided with connecting pieces 6, and the connecting pieces 6 are located on the side of the lateral support beam 1a2. above. The connecting piece 6 includes two U-shaped connecting rods 6a and a long rod-shaped middle rod 6b. Both ends of the middle rod 6b are fixedly connected at the bends of the two connecting rods 6a. Facing the corresponding mounting frame 5, the two ends of the connecting rod 6a are respectively fixed on the sides of the two ends of the corresponding mounting rod 5a, so that a frame-like structure is formed between each connecting rod 6a and the mounting rod 5a. The strength of the wheel is higher, and the mounting frame 5 is less likely to be deformed, which further reduces the intrusion of the wheel 2 in the event of a side collision, and improves the safety performance. The motor 4a is partially located in the U-shaped mouth of the connecting rod 6a, and the connecting rod 6a can play a protective role for the motor 4a when a front or rear collision occurs. The transverse support beam 1a2 and the intermediate rod 6b are connected by the upright column 7, which further improves the rigidity of the entire mounting frame 5 and the frame 1 in the vertical direction, thereby improving the load bearing capacity of the entire frame 1.

The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which the present invention pertains can make various modifications or additions to the described specific embodiments or substitute in similar manners, but will not deviate from the spirit of the present invention or go beyond the definitions of the appended claims range.

As shown in FIGS. 8 and 9 , the bottom of the chassis bracket 1 a is provided with a floating body 8 and the floating body 8 forms a vehicle body floor, reducing the weight of the entire vehicle frame 1 . Specifically, the upper surface of the floating body 8 also has several inwardly recessed snap grooves 8c. The snap grooves 8c run through both sides of the floating body 8 along the left and right directions of the frame 1, and the lateral support beams 1a2 or auxiliary lateral beams 1a3 are snapped together. It is fixed in the corresponding snap groove 8c and fixed by fasteners, which is convenient for disassembly and assembly, and is convenient for replacement and maintenance. The upper surface of the floating body 8 has a protruding grid pattern 8d, so that a friction surface is formed on the upper surface of the floating body 8, which can play an anti-slip effect and also have a certain decorative effect.

The floating body 8 is in the shape of a plate. The bottom of the floating body 8 has several protruding ridges 8b. The plurality of ridges 8b are distributed along the left and right directions of the frame 1. The raised bars 8b extend along the front and rear directions of the frame 1 to both ends of the floating body 8. Between the two adjacent protruding strips 8b, a water passage 8a is formed which penetrates both ends of the floating body 8 along the front-rear direction of the frame 1. Therefore, in the process of traveling at sea, each water passage 8a can play a role of a flow guide, so that the water flow can flow to the rear of the vehicle body along the water passage 8a, thereby reducing the resistance of the water flow to the frame 1. Therefore, The frame 1 of the present vehicle can be made relatively large and has a larger space for movement. Moreover, during the driving process, the water flow is divided into several strands and flows through the water passage 8a, so that the force on each part of the whole floating body 8 is more uniform, it is not easy to shake, and the stability is better. At the same time, due to the design of the water passage 8a, when encountering some tidal flats or swamps, the protruding strips 8b can cut large-density fluids such as mud flats into small strands, so as to achieve resistance dispersion, and at the same time cooperate with the adjacent two protruding strips 8b. The diversion effect of the water-passing groove 8a formed between them enables the divided small mud smears to flow to the rear of the vehicle, so that it can maintain normal driving in the tidal flats or swamps.

Furthermore, the floating body 8 is provided with an air cavity, and the air cavity extends into the protruding strip 8b, which improves the overall buoyancy of the floating body 8 and reduces the weight of the entire frame 1, so that its draft in the water is shallower, and the A tidal flat or swamp sinks more shallowly, creating less drag. The floating body 8 is made of plastic material. There are at least two floating bodies 8 and they are arranged side by side along the front and rear directions of the vehicle body. The two adjacent floating bodies 8 are fixed by hot melt, so that the plurality of floating bodies 8 form a whole with each other, thereby ensuring Each part of the whole frame 1 can ensure a consistent and uniform buoyancy, and the stability is better when driving. At the same time, the plurality of floating bodies 8 form independent air cavities with each other, and even if one of the floating bodies 8 is damaged and leaked, sufficient buoyancy requirements can be guaranteed.

More specifically, both ends of the protruding strip 8b have guide surfaces 2b1 inclined upward relative to the bottom surface. The smooth transition between the guiding surface 2b1 and the bottom surface of the protruding strip 8b can play a downward direction on fluids such as water or mud coating. The guiding function reduces the resistance to the entire frame 1 . The ports at both ends of the water passage 8a are flared, so that fluids such as water and mud coating can be better squeezed and guided into the water passage 8a, so that they can flow smoothly from the water passage 8a to the rear of the vehicle. Reduced resistance.

Embodiment 2

The structure of the present embodiment is basically the same as that of the first embodiment, the difference is that the amphibious vehicle is only provided with the detection element 3 12 , and does not have the detection element 4 13 . The accelerator opening degree information, the controller 9 obtains the driver's steering intention and combines the current accelerator opening degree information, and sends an initial driving torque control signal to the driving mechanism 4 corresponding to each wheel 2 respectively, so as to control the torque difference between the left and right wheels 2. Preliminary steering is realized, and then combined with the function of the detection element 2 11, it can better and more accurately adjust the target driving torque output by the corresponding driving mechanism 4 in real time according to the actual steering conditions under different road conditions, so that the amphibious vehicle can be used on the beach. , tidal flat, water surface, ice surface, swamp and other special road conditions to achieve stable and precise steering, ensuring that the driver can easily control the steering of the vehicle and at the same time obtain good and accurate steering directionality.

Although this article uses 1, frame; 1a, chassis bracket; 1a1, longitudinal support beam; 1a2, lateral support beam; 1a3, auxiliary transverse beam; 1a4, auxiliary longitudinal beam; 1a5, support column; 1b, body support ;2, wheel; 3, steering wheel; 4, drive mechanism; 4a, motor; 4b, transmission; 5, mounting bracket; 5a, mounting rod; 5b, mounting plate; 6, connecting piece; 6a, connecting rod; 6b, middle Rod; 7. Upright column; 8. Floating body; 8a, water tank; 8b, convex strip; 8b1, guide surface; 8c, snap groove; 8d, grid pattern; 9, controller; 10, detection element one; 11, Detecting element two; 12, detecting element three; 13, detecting element four, etc., but the possibility of using other terms is not excluded. These terms are used only to more conveniently describe and explain the essence of the present invention; it is contrary to the spirit of the present invention to interpret them as any kind of additional limitation.

Claims (10)

1. An amphibious vehicle comprises a vehicle frame, wheels and a steering wheel which are arranged on the vehicle frame, wherein each wheel is correspondingly provided with a driving mechanism, the amphibious vehicle is characterized by also comprising a controller, a first detection element and a second detection element which are connected with the input end of the controller, the driving mechanism is connected with the output end of the controller,

the first detection element is used for collecting steering wheel rotation angle information and feeding the steering wheel rotation angle information back to the controller, the controller sends a control signal to the driving mechanism of the corresponding wheel to output corresponding initial driving torque, and meanwhile the controller obtains a target yaw velocity required by frame steering through calculation according to the fed-back steering wheel rotation angle information;

the detection element is used for acquiring actual yaw velocity information of the frame in real time and feeding the actual yaw velocity information back to the controller, and the controller adjusts output target driving torque in real time to complete steering by comparing the difference value between the actual yaw velocity and the target yaw velocity and sending a control signal to the driving mechanism of the corresponding wheel until the steering is completed.

2. An amphibious vehicle according to claim 1, further comprising a third detection element connected to an input end of the controller, wherein the third detection element is used for collecting accelerator opening information and feeding back the accelerator opening information to the controller, and the controller sends a control signal to the driving mechanism of the corresponding wheel according to the fed-back accelerator opening information to output a corresponding initial driving torque.

3. An amphibious vehicle according to claim 1, further comprising a third detection element and a fourth detection element both connected to an input end of the controller, wherein the third detection element is used for collecting accelerator opening information and feeding back the accelerator opening information to the controller, the fourth detection element is used for collecting brake pedal opening information and feeding back the brake pedal opening information to the controller, and the controller sends a control signal to the driving mechanism of the corresponding wheel according to the fed-back accelerator opening information and brake pedal opening information to output a corresponding initial driving torque.

4. An amphibious vehicle according to claim 1, 2 or 3, where the target driving torque output by the driving mechanism of the corresponding wheel on the turning side is calculated by the following formula: t ═ T_{_obj}- Δ T; the target drive torque output by the drive mechanism of the non-steering side corresponding wheel is calculated by the following formula: t ═ T_{_obj}+ Δ T; wherein Δ T is calculated by the following formula:

wherein, Δ ω_rCalculated by the following formula: Δ ω_r＝ω_{r_obj}-ω_{r_real}In the above formula, T represents a target drive torque of the corresponding drive mechanism, and T_{_obj}Representing the initial drive torque, ω, of the corresponding drive mechanism_{r_obj}Representing target yaw angular velocity, ω_{r_real}Representing the actual yaw rate, k_p、k_iK and k_dBoth represent the control coefficient of the controller.

5. An amphibious vehicle according to claim 3, where the first detecting element is an angle sensor, the second detecting element is a yaw rate sensor, the third detecting element is an accelerator pedal position sensor, and the fourth detecting element is a brake pedal position sensor.

6. An amphibious vehicle according to claim 1, 2 or 3, where the driving mechanism comprises a motor and a transmission, the motor is connected to the input of the controller, the motor is connected to the wheels through the transmission, a mounting frame is provided at the front and rear ends of the vehicle frame corresponding to the wheels, the mounting frame comprises a mounting plate and a mounting rod in a U shape, the mounting rod is fixed to the vehicle frame, the mounting plate is embedded in the U-shaped opening of the mounting rod and fixed to the mounting rod, the transmission is fixed to the mounting plate, the motor is fixed to the casing of the transmission, and the motor passes through the U-shaped opening of the mounting rod and is located above the mounting plate.

7. An amphibious vehicle according to claim 6, wherein said vehicle frame comprises a chassis frame and a vehicle body frame fixed to said chassis frame, said chassis frame comprises two parallel longitudinal support beams and two parallel transverse support beams, said longitudinal support beams having said mounting brackets fixed to both ends thereof, one of said transverse support beams having both ends fixed to said two mounting brackets at the front end of said vehicle frame, and the other of said transverse support beams having both ends fixed to said two mounting brackets at the rear end of said vehicle frame.

8. An amphibious vehicle according to claim 7, where there are connecting members between the two mounting frames at the front end of the vehicle frame and between the two mounting frames at the rear end of the vehicle frame, where the connecting members are located above the transverse supporting beams, and the connecting members include two connecting rods in U shape and a long rod-shaped middle rod, where two ends of the middle rod are fixedly connected to the bending points of the two connecting rods, the openings of the two connecting rods face the corresponding mounting frames, and two ends of the connecting rod are fixed to the side portions of two ends of the corresponding mounting rod.

9. An amphibious vehicle according to claim 1, 2 or 3, characterised in that a floating body is arranged at the bottom of the vehicle frame, a plurality of water passing grooves penetrating through the two ends of the floating body in the front-rear direction of the vehicle frame are formed in the bottom of the floating body, and the plurality of water passing grooves are distributed in the left-right direction of the vehicle frame.

10. An amphibious vehicle according to claim 9, where the floats are at least two and arranged side by side in the fore-aft direction of the vehicle body.

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